Air-brake



(No Model.) 4 Sheets-Sheet 1.

H; F. NOYES. AIR BRAKE.

No. 599,349; Patented Feb. 22, 1898.

(No Model. I I 4 Sheets-Sheet 2.

H. P. NOYES.

AIR BRAKE.

No. 599,349. Patented Feb. 22, 1898.

(No Model.) 4 SheetsSheet 3.

H. P. NOYES.

AIR BRAKE.

No. 599,349. Patented Feb. 22, 1898 (No Model.) 4 Sheets-Sheet 4.

H. F. NOYES.

AIR BRAKE.

No, 599,349. Patented Feb. 22, 1898.

3227123525 lZWE/YIWR Parent @rri cn,

THE lVESllING-HOUSE Alli; BRAKE COlllPANY, OF PITTSBURG, PENNSYLVANIA.

Allll BFi/QKE.

EiPEGXFECATIGhT formipg part of Letters Patent No. 599,349, dated February 22, 1898. Application filed June 17,1395. Renewed July 21,1897. Serial No. 645,448- (No model.)

To ctZ/Y whom it may concern.-

Be it .lrnown that I, HENRY F. NOYES, of Elgin, Kane county, Illinois, have invented certain new and useful Improvements in Triple Valves for Air-Brakes, of which the following is a specification.

The object of my invention is to provide an econ oniical and efficient triple valve, one that will accomplish the same results as those now in vogue and that'will be operated in the same way and one that will overcome certain defeots at present existing.

There are three points at which my invention especially aizns-greater rapidity of action during service applications, a more distinct line of division between service and emergency applications, and greater convenience for inspection and repairs-and the valve l have invented to meet these needs embraces a combination of features shown in. previous applications by me as follows: Serial No. Sail-08, filed March 27, 1895, Serial l lo. 549,167, filed May 13, 1895, and Serial No. 546,750, filed April 1895.

The mechanism is fully set forth in the accompanyin g d rmvings, in which Figure 1 a vertical sectional elevation onv lines ii of Fig. 2; Fig. 2, a vertical sectional elevation on lines 1 l of Fig. 1; and Fi s. 3 and l, a vertical sectional elevation of the pistons and valves in the positions taken d tiring a preliminary admission from the truirhpipe and during a service application, respectively. tional elevation showing a slightly different arrmigcmcnt of main valves.

I provide a main casi ng A, having the chainbers A, A and A. These chambers are connected as follows: with the train-pipe by the passage T, A with the auxiliary reservoir by the passage It, and A with the train-pipe by the passage t and with the brake-cylinder by the passage ID.

Forming a partition between the chambers A and A are the pistons B andB', B acting as a bushing in which piston B works, It will be evident that each piston is exposed to auxiliary-reservoir pressure in the chamber A and to train-pipe pressure in the chamber A, and that they are operated by variations of these pressures.

Fig. 5 is a vertical sec-,

lVorking in the chamber A are the slide valves 0, C, and O operated by flanges on the stern Z) of the piston 13, this stem forming a T, fastened to the piston B in a suitable manner. Valve 0 has a certain amount of lost motion between the stem-flanges that control it and is adapted to govern the ex haust from the brake-cylinder by the ports 0 and c and also normally closes port 0, the co admission-port for service applications.

Valve 0 operates in a rectangular opening out out of valve 0 and is controlled by the valve C, being allowed a little more lost mo tion than valve Chas in order to give the lat 6 5 ter time to fully close the exhaust-port before valve 0, which is adapted to control a preliminary admission from the train-pipe to the brake-cylinder by the ports o and c, and channel 0 opens them.

The graduating-valve G acts to control port 0 after a service application, these three valves being so arranged that the preliminary admission of train-pipe pressure to the brakecylinder is shut off before the admission of anxiliary-reservoir pressure begins.

The chamber A s separated from the chamber A by the partition 13 which is joined to piston 13 by two half-round connecting-bars Z), which straddle the valves C and C" and piston-sten1 Z). Inthe chamber A is the emergency-valve E, controlling the port (l, which-leads directly to the brake-cylinder. This valve has a hollowstein e, in which works the stem 71 which is firmly fastened to the partition B and is provided with ahead I) to operate said valve-stem and valve E by means of shoulder e, and at the same time is allowed enough .lost motion to permit the piston 13 considerable travel Without operat- 9o ing this valve.

interposed in the passage leading from the chamber A to the train-pipe is the checle valve F.

The operation of the mechanism is as follows: In the position shown in the drawings, which is familiarly known as running position, trainpipe pressure feeds through groove (i to the auxiliary reservoir, keeping the pressures on each side of the pistons B 30:1 and B balanced. slight reduction of pressure in the train-pipe, about three or four pounds, actuates piston B to assist piston 13' in moving the slide-valves to the position shown in Fig. 3 for a preliminary admission from the train-pipe through the ports c and 0 and channel 0 and at the same time closes the exhaust-passage 0', while graduatingvalve C .closes port c. The travel necessary to accomplish this is just su'llicient to bring stem-head 1') against shoulder e and valve E, being held to its seat with considerable pres sure. The slight dilterence on the two sides of piston B is not able to overcome this, nor is the piston B able to move farther alone. Hence valve 0 remains in the position to admit pressure from the train-pipe to the brakecylinder until the train-pipe pressure has been-lowered a further amount,or about three pounds more, which makes a difference of pressure on the two sides of piston B sufficient to move it with valves C, C, and C to the end ofits stroke, shutting off further admission oi": train-pipe pressure through port c and admitting auxiliary pressure through port a.

to open valve E.

brake-cylinder,

It will be noted that this difference of pressure is not sufficient to cause piston 13 Hence this piston remains inoperative during this operation. As soon as the auxiliary-reservoir pressure has by expansion with the brake-cylinder been reduced to an amount slightly less than that in the train-pipe piston B, assisted by piston 13, returns with valve 0 far enmwh to take up the lost motion allowed valve 0 between the stemflanges of I), thus shutting 0% further admission from the auxiliary reservoir. If it is desired to apply the brakes with greater'force, another slight reduction will admit further pressure from the auxiliary reservoir to the and this can be continued until the brakes have been applied as-hard as desired or until the auxiliary reservoir and brake-cylinder pressure equalize. For an emergency application a reduction of about ten or twelve pounds suffices to cause piston I3 to move valve E from its seat, allowing train-pipe pressure to pass directly tothe brake-cylinder, and at the same time piston,

B uncovers port 0, allowing reservoir pressure in large volume to join that from the train-pipe in rushing To release the brakes, an increase of trainpipe pressure serves to return the pistons and valves to their respective positions for releasing the brakes, as shown in Fi g. 1. of the drawings.

It will be noted that the stem 12 has a flat place milled upon it nearly up to the head I). This stem fits the collar 6 very snugly, as also does the head I) fit the hollow stem 2, and the object of this flat place is that when the head I) approaches the shoulder c it drives out the air until the round place on the stem 11 fully fills the collar e, when the remaining amount of air is confined and acts as a cushion to prevent the severe blow that would otherwise occur from a sudden movement of the pistons.

to the brake-cylinder.

In Fig. 5 is shown a slightly-different arrangement of valves for service applications. Main valve 0 serves to govern the exhaust and the preliminary admission to' the brake cylinder from the train'pipe, and the graduating-valve governs the admission for the auxiliary reservoir alone. The operations and different positions taken are the same as those already explained, the advantage of this construction being that it is rather more-simple, but at the same time it does not otter as sensitive a graduating-valve.

Thus it will be seen that I obtain by means of these improvements a very rapid action of the brakes for service applications and at the same time save about one-half the air that it has'been the custom to exhaust into the atmosphere; that I provide an emergency-valve that is only to be operated by a certain reduction of pressure, doing away with the nseof a spring, which is liable to become weak and permit an emergency application when only a service is intended, and that I provide a,

simple means of getting at the operating mechanism for inspection, as by removing the cap G all the parts can be readily taken out.

While I have described my invention with more or less completeness as regards the details thereof as being embodied in more or less precise form, I do not desire tobe limited thereto unduly, as I contemplate all proper chan es cf.,. form. ornissipnmbmrts and substitution of equivalents, as circumstances may suggest or necessity render expedient.

I claim- 1. In a brake mechanism, the combination of a casing, a piston workin g within such cas-- ing and whose preliminary travel in the di rection necessary to apply the brakes acts to effect a preliminary admission of pressure from a train-pipe to a brake-cylinder, and whose further travel in this direction acts to admit pressure from an auxiliary reservoir to a brake-cylinder, and a second piston working within such casing and adapted to effect a second admission of pressure from the trainpipe to the brake-cylinder, substantially as described.

2. In a brake mechanism, the combination of a casing, a piston working within such cas ing and whose preliminary travel in the directionnecessary to apply the brakes acts to effect a preliminary admission of pressure from a train-pipe to a brake-cylinder, and whose further travel in this direction acts to admit'pressure from an auxiliary reservoir to ing within such casing and adapted ,to elfect a second admission of pressure from the trainpipe to the brake-cylinder, independent of the admission from the train-pipe to the brakecylinder governed by the first p'iston, substantially as described.

3. In a brake mechanism, thehqombination of a casing, a piston working withinsuch casing and adapted to effect a preliminary adv mission of pressure from a in e; within seas is mis ion of pressure from lu-atiecylinder, anda second piston not inde- :=cn dcnt-'of the first piston Working" within such cu adapted to effect an admis sion of urc from the train-pipe to the bra lilGt independent of that effected a iniilcpcndent of the first piston Working within uch casir and adapted to effect an admisof pressure from a train-pipe to a brakecylindcr independent of that effec ed by the first piston, substantially as descr )Gtl.

In a brake mechanism, the combination a casing, a piston Working within such casand adapted to effect a preliminary ad- .on of pressure from a train-pipe to a ylinder, and a second piston Working Within such casing and adapted to effect an admission of pressure from the train-pipe to the brzike-cylinder independent of that effected by the first piston, and one of such pistons consisting of a movable cylindrical shell in which the other piston Works, sub stantially described.

5. In a brake mechanism, the combination of a casing, a piston working Within such casi adapted to effect a train-pipe to a inalrecylinder, from an auxiliary reservoir to a brahecylinder and from a brake-eylinder to the atmosphere and a second piston Working; Within such casing and adapted to an admission of pressure from a trainpipe to a brake-cylinder independent of that z: ected by the first piston, and one of such pistons consisting of a movable cylindrical shell on which the other piston Works, substantially as described.

in a brake mechanism, the combination of a casing, a piston Working Within such cas- "lug and Whose preliminary travel in the direction necessary to apply the brakes acts to effect a preliminary admission of pressure from a traiirpipe to a ln-ake-cylinder, and Whose further travel in this direction acts to f iit pressure from an auxiliary reservoir to zylinder, and a second piston WOlksuch casing and adapted to effect second admission of pressure from the traintipe to the Make-cylinder, and one of such )lStOllS consisting of a movable cylindrical hell in which the other piston works, subtantially as described.

8. In a brake mechanism, the combination of a casing, a piston Working Within such casing and Whose preliminary travel in the di rection necessary to apply the brakes acts to effect a preliminary admission of pressure from a train-pipe to a bralre-oylinder, and

preliminary adcasing; and

train-pipe to a n nose further travel in this direction. acts to admit ure from an auxiliary reservoir to a bralre 'eyiind er, and a second piston workin within such casing and adapted to effect a second admission of pressure from the tram pipe to the incite-cylinder, independent the admission from the train-pipe to the brake-cylinder governed by the first piston, and one of such pistons consisting of a menable cylindrical shell. i ton works, substan as described.

9., In a brake mechanism, the combination of a casing, a main and an. emergency p on working Within such casing, such emergency" piston adapted to assist said main piston to eifect an admission of prcssn re f rom a train pipe to a brake-cylinder upon a reduction train-pipe pressure, less than that necessary for the operation of such. main piston unaided, substantially as described.

10. In a brake mechanism, the combination of a casing, a piston Working Within such cacing and whose preliminary travel in the 'i rection necessary to apply the brakes is sisted by a second piston and. effects a pre liminary admission of pressure from a trpipe to a brake-cylinder, and Whose furtl travel in this direction effects the admission of pressure from an auxiliary reservoir to a brains-cylinder, and said second piston adapted to effect a second admission of pressuiz from a train-pipe to a brake-cylinder, sub stantially as described.

11. in a brake mechanism, the combination of a casing, a piston Working Within such cas ing and Whose preliminary travel in the dircctiou necessary to apply the brakes is assisted by a second piston and effects a pre liminary admission of pressure from a trainpipe to a brake-cylinder, and whose further travel in this direction effects the admission of pressure from an auxiliary reservoir to a brakc-cylinder, and a second piston adapted to effect a second admission of pressure from a train-pipe to a brake-cylinder, and one of such pistons consisting of a movable cylindrical shell in which the other piston works, substantially as described.

12. Ina brake mechanism, the combination of a casing, and a piston Working Within such Whose preliminary travel in the direction necessary to apply the brakes assists a second piston to effect a preliminary admission of pressure from a train-pipe to a brake-cylinder, and Whose further travel in this direction effects a-second and independent admission of pressure from a train-pipe to a brake-cylinder, substantially as described.

13. In abrake mechanism, the combination of a casing, and a piston Working within such casing, and Whose preliminary travel in the direction necessary to apply the brakes assists a second piston in effecting the escape of sufficient pressure from the train-pipe to the brake-cylinder to accomplish the further which the other pis- ICC) travel of this second piston in this same direction unassisted by the further travel of the I first piston, substantially as described.

' brake-cylinder and efiects the admission of pressurefrom the auxiliaryreservoir to the brake-cylinder, substantially as described.

15. In a brake mechanism, the combination of a casing, and two movable partitions adapted to divide said easing into three chambers,

1 one of such chambers open to train-pipe pressure, a second chamber provided with valves adapted to control communication between a train-pipe and a brake-cylinder, an auxiliary reservoir and a brake-cylinder and a brakecylinder and the atmosphere respectively, and a third chamber provided with an emergency-valve adapted to control an independent communication betweeen a train pipe and a brakecylinder, substantially as described.

16. In a brake mechanism, the combination of a casing, and two movable partitions ad apted to divide said easing into three chambers,

one of such chambers open to train-pipe pressure, a second chamber provided with valves adapted to control communication between a train-pipe and a'brake-cylinder, an auxiliary reservoir and a brake-cylinder, and a brakecylinder and the atmosphere respectively, and a third chamber provided with an emergency-valve adapted to control an independent communication between a train-pipe and a brake-cylinder, and the partition between the first and second chambers composed of a cylindrical piston, provided with a main piston working within it, and said main piston firmly connected to the partition between the second and third chambers, substantially as described.

17. In abrake mechanism, the combination of acasing, and two movable partitions adapted to divide said easing into three chambers,

one of such chambers open to train-pipe pressure; a second chamber provided with valves adapted to control communication between a train-pipe and a brake-cylinder, an auxiliary reservoir and a brake-cylinder, and a brakecylinder and the atmosphere respectively, and a third chamber provided with an emergency-valve adapted to control an independ ent communication between a train-pipe and a brake-cylinder, and the partition between the first and second chambers composed of a cylindrical piston, ton working within it, and said main piston firmly connected to the partition between the second and third chambers, and adapted to operate said emergency-valve and said cylindrical piston adapted to operate the valves in-said second chamber, substantially as described.

18. In abrake mechanism, the combination of a casing, a double piston working within suchcasing and composed of a cylindrical piston having a main piston working within it, a main valve adapted to control communication between portsleading to a train-pipe and a brake-cylinder and to a brake-cylinder and the atmosphere, a graduating valve adapted to control communication between ports leading to an auxiliary reservoir and a brake-cylinder, valves adapted to be operated by the cylindrical piston, and an emergen cy-valve adapted to control communication between a trainpipe and a brake-cylinder, and to be actuated by the said main piston, substantially as described,

19. In a triple-valve device the combination of a casing, a piston working within said casing and provided with a stem adapted'to operate an emergency-valve, an emergencyvalve provided with a hollow stem adapted to contain said piston-stem and to allow it a short range of motion without necessarily moving the emei'gency-val\ *e,and said pistonstem so constructed that when it has traveled nearly to the limit of its range of motion within the hollow valve-stem itconfines enough air in the hollow valve-stem to act as a cushionwhen it strikes a shoulder of said .valvestem, substantially as described.

HENRY F. NOYES.

Witnesses J. W. MULocK, ESTELLA AKIN.

provided with a main pis- I both main and graduating 

